EP0477326B1 - Ensemble amortisseur reglable - Google Patents

Ensemble amortisseur reglable Download PDF

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Publication number
EP0477326B1
EP0477326B1 EP91907343A EP91907343A EP0477326B1 EP 0477326 B1 EP0477326 B1 EP 0477326B1 EP 91907343 A EP91907343 A EP 91907343A EP 91907343 A EP91907343 A EP 91907343A EP 0477326 B1 EP0477326 B1 EP 0477326B1
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EP
European Patent Office
Prior art keywords
flow
piston
shock absorber
chamber
portions
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP91907343A
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German (de)
English (en)
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EP0477326A4 (en
EP0477326A1 (fr
Inventor
Ray Andrew Sackett
Charles Edwin Tyrrell
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Tenneco Automotive Inc
Original Assignee
Monroe Auto Equipment Co
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Filing date
Publication date
Application filed by Monroe Auto Equipment Co filed Critical Monroe Auto Equipment Co
Publication of EP0477326A1 publication Critical patent/EP0477326A1/fr
Publication of EP0477326A4 publication Critical patent/EP0477326A4/en
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Publication of EP0477326B1 publication Critical patent/EP0477326B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
    • F16F9/46—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/10—Acceleration; Deceleration
    • B60G2400/102—Acceleration; Deceleration vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/20—Speed
    • B60G2400/206—Body oscillation speed; Body vibration frequency
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/51—Pressure in suspension unit
    • B60G2400/518—Pressure in suspension unit in damper
    • B60G2400/5182—Fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2500/00—Indexing codes relating to the regulated action or device
    • B60G2500/10—Damping action or damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/18—Automatic control means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/20—Manual control or setting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2600/00—Indexing codes relating to particular elements, systems or processes used on suspension systems or suspension control systems
    • B60G2600/22—Magnetic elements
    • B60G2600/26—Electromagnets; Solenoids

Definitions

  • This invention relates to a piston-type fluid suspension system and more particularly to a piston assembly having a bypass valve for selectively adjusting the damping characteristics of the shock absorber both during compression and rebound strokes of the shock absorber piston.
  • Various piston-type fluid shock absorbers have included apparatus for adjusting or controllably varying the shock absorbers' damping characteristics or cushioning effects during compression or rebound of the shock absorber.
  • various fluid openings have been disposed in, or otherwise associated with, the shock absorber piston or the piston rod, along with means for selectively opening or closing such fluid openings in order to vary the resistance to hydraulic fluid flowing through the piston or piston end piston rod assembly.
  • EP-A-0 330 634 discloses a shock absorber having an arrangement for bringing about different kinds of damping characteristics, which are determinable with external controls independently of whether the piston speed varies.
  • the shock absorber comprises a piston provided internally of the cylinder, and which is provided with a passage between the upper and lower sides of the piston. Changes in the damping characteristics are obtained by influencing a restriction in the passage.
  • the elements which influence the restriction work with a servo function.
  • a first valve element exerts an influence on the restriction by means of a first pressure which is created by means of a pilot flow running between the upper and lower sides of the piston and which is determinable by a second valve element which is controllable by the external controls.
  • the first valve element comprises a spring-loaded pressure-operated slide, the position of which is counter balanced by the first pressure and a second pressure originating from the pressure difference existing between the upper and lower sides of the piston.
  • the second valve element interacts with a proportional magnet which provides a setting of the first pressure independent of the variation in the piston speed.
  • the spring-loaded pressure-operated slide is provided with an insertion hole for receiving a spring. The slide uses the spring force of the spring, in combination with the force resulting from a pressure defined by the second valve element and the force resulting from the pressure difference between the upper and lower sides of the piston, to position the slide within an internal recess/drilling within the piston.
  • shock absorber Because different driving characteristics depend upon the amount of damping forces the shock absorber provides, it is often desirable to have a shock absorber in which the amount of damping forces generated by the shock absorber is adjustable.
  • a shock absorber for selectively changing the damping characteristics of a shock absorber is US Patent Application No. 322,774 filed 13 March 1989, "Method and Apparatus for Controlling Shock Absorbers".
  • a shock absorber for damping the movement of the body of an automobile relative to a wheel of said automobile, said shock absorber comprising a pressure cylinder with a reciprocating piston disposed therein operable to divide a working chamber formed by said pressure cylinder into first and second chamber portions; first valve means for permitting damping fluid to flow one way and from said first to said second chamber portion during compression; second valve means for permitting damping fluid to flow one way and from said second to said first chamber portion during rebound; by-pass valve means formed in said piston for permitting damping fluid to flow in both directions between the first and second chamber portions during compression and rebound, said by-pass valve means including a floating piston disposed in a cavity and movable between upper and lower positions in said cavity by operating pressures in said first and second chamber portions; electrically operable flow control means to control the actuation of said by-pass valve means and the flow of said damping fluid, said flow control means comprising a plunger operable to be displaced between first and second positions; a first flow path between
  • a method for regulating the flow of damping fluid between first and second portions of a working chamber of a direct acting hydraulic shock absorber said shock absorber being disposed between the sprung and unsprung portions of a vehicle and having a pressure cylinder
  • said method comprising the steps of: sensing the pressure differential between said first and second portions of said working chamber; sensing the vertical velocity of the sprung portion of said vehicle; delivering damping fluid to electrical controllable flow means for regulating the flow of damping fluid between said first and second portions of said working chamber, said electrical controllable flow means comprising a plunger operable to be disposed in upper and lower positions and operable to selectively position a floating piston in first and second positions corresponding to said plunger positions depending on said pressure differential; and regulating the flow of damping fluid between said first and second portions of said working chamber by said electrical controllable flow means in response to the pressure differential between said first and second portions of said working chamber and the vertical velocity of said sprung portion of said vehicle, said step of
  • the amount of damping fluid flowing between the upper and lower portions of the working chamber can be controlled with a relatively high degree of accuracy and speed to provide enhanced road holding and handling by rapidly changing between "firm” and “soft” rebound and compression conditions.
  • the embodiment simplifies the piston assembly by reducing both the number and complexity of the components thereof needed to control the damping forces.
  • the by-pass vale is driven by a ported plunger, from a first position, to produce a soft compression stroke and a firm rebound stroke, and to a second position, to produce a firm-compression stroke and a soft rebound stroke.
  • the improved piston assembly enhances the road handling ability of the vehicle by controlling the damping forces of the shock absorber.
  • the occurrence of a compression or rebound stroke may be determined by measuring the pressure differential between the damping fluid in the upper and lower portions of the working chamber (i.e. the pressure difference across the piston of the shock absorber).
  • the damping characteristics of the described and illustrated shock absorber may be easily and conveniently controlled from a remote or external position relative to the shock absorber.
  • the shock absorber is adaptable to a wide variety of adjustment actuation applications.
  • the floating piston operates efficiently and rapidly to change the ride characteristics of the shock absorber assembly.
  • sensor means used in connection externally with the shock absorber change the ride characteristics of a car depending upon the user's desires.
  • FIGS 1-6 illustrate an exemplary embodiment of an adjustable shock absorber according to the present invention, as adapted for providing a damping or cushioning effect between sprung and unsprung portions of the undercarriage of an automobile vehicle, or between other interconnected but relatively movable components of other devices.
  • shock absorber refers to shock absorbers in the general sense of the phrase and includes MacPherson struts.
  • the automobile 12 includes a rear suspension system 14 having a transversely extending rear axle assembly (not shown) adapted to operatively support the vehicle's rear wheels 18.
  • the rear axle assembly is operatively connected to the automobile 12 by means of a pair of shock absorbers 10 as well as by the helical coil springs 20.
  • the automobile 12 has a front suspension system 22 including a transversely extending front axle assemble (not shown) to operatively support the vehicle's front wheels 24.
  • the front axle assembly is operatively connected to the automobile 12 by means of a second pair of shock absorbers 10 and by the helical coil springs 20.
  • the shock absorbers 10 serve to damp the relative movement of the unsprung portion (i.e., the front and rear suspension systems 22 and 14) and the sprung portion (i.e., shown as body 26 in Figure 2A) of automobile 12.
  • a mode select switch 28 and an electronic control module 30 are provided.
  • the mode select switch 28 is located within the passenger compartment of the automobile 12 and is accessible by the occupants of the automobile 12.
  • the mode select switch 28 is used for selecting which type of damping characteristics the shock absorbers 10 are to provide (i.e., firm, soft or automatic).
  • the electronic control module 30 receives the output from the mode select switch 28 and is used for generating electronic control signals for controlling damping characteristics of the shock absorbers 10. By controlling the damping characteristics of the shock absorbers 10, the shock absorbers are able to dampen relative movement between the body 26 and the suspension system of the automobile in such a manner as to optimize both ride and comfort and road handling ability simultaneously.
  • shock absorbers 10 are of the type shown and described in conjunction with the abovementioned US Patent Application No. 322,774, filed March 13, 1989. In the discussion which follows, the shock absorber will be described briefly and only to the extent needed to identify the novel changes.
  • shock absorber 10 comprises an elongated, generally cylindrical, reserve tube 32, a cup-shaped cap 34 which closes the upper end of the tube, and a cup-shaped cap 36 which closes the lower end of the tube, thereby forming a closed chamber to store damping fluid.
  • Extending axially through upper cap 34 is a piston rod 38 which is secured to a reciprocating piston assembly 40.
  • the piston assembly 40 is axially displaceable within an elongated tubular pressure cylinder 42 which is disposed within the reserve tube 32.
  • the pressure cylinder 42 defines a working chamber 44 in which upper and lower portions of the working chamber are, respectively, located above and below the piston assembly 40.
  • a teflon sleeve 46 is disposed between the piston assembly 40 and the pressure cylinder 42 to facilitate movement of the piston assembly 40 with respect to pressure cylinder 42.
  • the shock absorber 10 is connected at its opposite end portions to the rear axle assembly of the automobile 12 and to the body 26 of the automobile 12.
  • the details of such connection do not form part of this invention, as such, and a suitable construction is fully set forth in the abovementioned US Patent Application No. 322,744.
  • the shock absorber 10 further comprises an electrical connector assembly 48 which when operated allows for rapid electrical decoupling of the shock absorber 10 from the electronic control module 30 so that the shock absorber 10 may be replaced.
  • the electronic control module 30 and its operation relative to control the shock absorbers is described in detail in the abovementioned US Patent Application No. 322,774.
  • the electrical connector assembly 48 may be of the type which is shown in Figures 8-10 of U.S. Patent Application Serial No. 105,404 filed on October 5, 1987, although other suitable electrical connectors may be used.
  • an axially extending piston post 50 and a piston post rod nut 52 are provided.
  • the piston post 50 is generally circular in cross-section and extends axially through the central bore 54 (e.g., see Figure 3) of the piston assembly 40.
  • the piston post 50 is secured to the piston rod 38 by the piston post rod nut 52.
  • a base valve assembly 58 is provided as shown in Figure 2B.
  • the base valve assembly 58 comprises a generally cup-shaped pressure cylinder end portion 60 which is disposed coaxially with and adjacent to, the lower portion of the pressure cylinder 42.
  • the end portion 60 contains a peripherally upwardly disposed recess which is operable to engage the lower portion of the pressure cylinder 42.
  • the pressure cylinder 42 is secured to the recess by a suitable means such as a press-fit. It should be understood, however, that other suitable base valves may be used.
  • Piston assembly 40 is used for controlling the flow of damping fluid between the upper and lower portions of the working chamber 44 and comprises a valve body 68 having upper and lower end faces 62, 64 a first and second plurality of restricted vertical flow passages 70 and 72 extending between the end faces, a counter-recessed flow passage 74 in the upper end face of valve body 68, and a counter-recessed flow passage 76 in the lower end face 64 of valve body 68.
  • Each flow passage 70 comprises a valve controlled upper outlet end portion 78 and a lower counter-recessed inlet end portion 80.
  • each flow passage 72 comprises a valve controlled lower outlet end portion 82 and an upper counter-recessed inlet end portion 84.
  • an upper and lower spring seat 88 and 100 are disposed against faces 62 and 64.
  • Spring seat 88 is disposed adjacent to the upper outlet end portion 78 of the flow passages 70, as well as to the upper inlet end portion 84 of the flow passages 72.
  • Spring seat 100 is disposed adjacent to the lower inlet portion 76 of vertical passages 70, as well as to the outlet end portion 82 of the flow passages 72.
  • the spring seat 88 has radially extending upper and lower portions 92 and 94 as well as an axially extending portion 96.
  • the radially extending lower portion 94 is disposed against upper end face 62 of the valve body 68 and superposes the flow passage 74.
  • the axially extending portion 96 of the spring seat 88 extends axially from the radially extending portion 94 to a position immediately below the piston rod nut 52.
  • the axially extending portion 96 further comprises a flow passage 98 which allows damping fluid in the upper portion of the working chamber 44 to flow therethrough and to the flow passage 74.
  • a helical valve spring 90 is disposed between the piston post rod nut 52 and the upper surface of the radially extending portion 94 of the spring seat 88 and biases the portion 94 thereof against the valve body.
  • Valve spring 90 is in compression and forces the radially extending portion 94 of the spring seat 88 against the upper surface 62 of the spring seat and in closing relation against the upper outlet end portion 78 of the vertical flow passages 70.
  • the spring seat 100 comprises a radially extending first portion 102, a frusto-conical step portion 104, and a radially extending second portion 106, the step portion 104 having a flow passage 108 therein which allows damping fluid to flow therethrough.
  • a disk-shaped spacer 112 is disposed within recess 76 and is coaxially disposed relative to the inward extension of second portion 106 and above a piston nut 114 which threadably engages the piston post 50.
  • a second valve spring 110 is disposed adjacent to the outer periphery of the upper portion of the piston nut 114 with the valve spring 110 placing an upward biasing force on the first portion 102 whereby to bias the spring seat 100 against face 64. Accordingly, the lower spring seat 100 is able to limit the flow of damping fluid flowing through the flow passages 72 during rebound.
  • the valve body 68 comprises a pair of cylindrical body portions 116 and 118 which are joined together to form an interior fluid reserve chamber 120, and an annular inner piston 122, the valve body being disposed coaxially with the axial centerline of the piston post 50.
  • the upper first body portion 116 comprises a plurality of flow passages 124 which extend coaxially with the axial centerline of the piston post
  • the lower second body portion 118 comprises a plurality of flow passages 126 and 128 which extend coaxially with the centerline of the piston post, the flow passages 124 and 126 cooperating to form a continuous vertical flow passage from the upper face 62 inwardly and the flow passages 128 cooperating to form a vertical flow passage from the lower face 64 inwardly.
  • the upper body portion 116 includes a plurality of pilot ports 130 and 132 which communicate, respectively, the fluid between the flow passage 124 into the fluid reserve chamber 120 and the fluid reserve chamber 120 into respective openings 134 of the piston post.
  • the lower body portion 118 includes a plurality of pilot ports 136 and 138, respectively, to pass fluid from the vertical passages 126 into the fluid reserve chamber 120 and therefrom through an respective openings 140 in the piston post.
  • the body portions further include openings 142 and 144, respectively, which communicate fluid between passage 124 and 126 and the fluid reserve chamber 120 and therefrom to vertical passage 128.
  • the inner piston 122 is in the form of a two-part disk which is positioned in the fluid reserve chamber to move between upper and lower positions and divide the fluid reserve chamber into upper and lower chamber portions.
  • Inner piston 122 basically "floats" between its upper and lower positions and includes a central passageway or annulus 146 which is adapted to be brought into and out from register with openings 142 and 144 to pass fluid from vertical passage 124 and 126 through the fluid reserve chamber 120 to the vertical passage 128.
  • a plunger member 148 is disposed coaxially within the piston post 50 and is cylindrical in cross-section, the lower end portion of which includes a region 150 which has a reduced external radius and a plurality of openings 152.
  • the region 150 is used to allow damping fluid to flow between the piston openings 132 and pilot ports 134, or between the piston openings 138 and pilot ports 140, and the fluid reserve chamber 120.
  • plunger 148 includes a central pressure passage 154 which allows damping fluid in the lower portion of the working chamber 44 to fluidly communicate through piston post 50.
  • an annular coil is provided as discussed in the abovementioned US Patent Application No. 322,774, the plunger member and the coil forming a solenoid.
  • Application of current to the coil causes the plunger to be displaced thereby causing the region 150 to move proximate the respective openings 134 and 140 of piston post 50, the region being appropriately dimensioned to close one opening while the other is open.
  • a pressure sensor is provided to determine whether the shock absorber is in compression or rebound, the sensor being electrically interconnected to signal conditioning units, and to the control module to control the pressure differential between the upper and lower chambers. While details of the control arrangement are provided in US Patent Application No. 322,774, the sensor determines the difference in pressure between the damping fluid in chamber 44 and generates a first electrical signal in response to that difference.
  • a second sensor in the form of an accelerometer detects movement of the body of the automobile and generate a second electrical signal in response to that acceleration (or velocity).
  • a control member is provided to receive the electrical signals and generate a command signal directing the plunger to be energized into a first or a second position.
  • floating piston 122 could comprise a solid disk of suitable thickness and the openings 142 and 144 of the piston body 68 adjusted appropriately such that the piston, as modified, would divide chamber 122 into two portions and would move from a first position, such as shown in Figures 3 and 4, wherein the disk thickness closes openings 142 and 144, to a second position, such as shown in Figures 5 and 6, wherein the disk thickness uncovers openings 142 and 144.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

Au niveau des véhicules, différentes caractéristiques de conduite ont rendu nécessaire l'utilisation d'amortisseurs constitués d'une pluralité d'éléments réglables. Afin de réduire le nombre d'éléments nécessaires, la soupape et le vérin de l'amortisseur viennent se loger dans le piston et dans l'ensemble tige de piston (40, 38) de l'amortisseur qui est monté de manière à effectuer un mouvement de va-et-vient dans le cylindre (42), le piston (40) divisant le cylindre (42) en une chambre supérieure et une chambre inférieure. Un piston interne flottant (122) est placé de manière à coulisser dans une chambre de réserve hydraulique (12) associée au piston (40), afin de se déplacer entre une première et une seconde position pour sélectivement ouvrir et fermer les passages du liquide (142, 144, 146) associés à l'ensemble afin de faire varier la résistance au fluide d'amortissement traversant l'ensemble et passant entre les chambres. Le déplacement du piston flottant (122) est commandé par un électro-aimant à noyau plongeur et, lorsque le piston flottant se trouve dans la première position, il sert à effectuer des courses de compression et de rebondissement 'douces', alors que, lorsque le piston flottant se trouve dans la deuxième position, il effectue des courses de compression et de rebondissement 'fermes'.

Claims (7)

  1. Amortisseur (10) pour amortir le mouvement de la caisse d'une automobile (12) par rapport à une roue (18, 24) de ladite automobile, ledit amortisseur comprenant un cylindre de pression (44) avec un piston (40) pouvant effectuer un mouvement de va-et-vient et disposé à l'intérieur, apte à diviser une chambre de travail formée dans ledit cylindre de pression (44) en une première et une seconde portions de chambre; des premiers moyens à soupape pour permettre au fluide d'amortissement de s'écouler dans un sens et depuis ladite première vers ladite seconde portion de chambre pendant la compression; des seconds moyens à soupape pour permettre au fluide d'amortissement de s'écouler dans un sens et à partir de ladite seconde vers ladite première portion de chambre pendant le rebond; des moyens à soupape de dérivation formés dans ledit piston (40) pour permettre au fluide d'amortissement de s'écouler dans les deux sens entre les première et seconde portions de chambre pendant la compression et le rebond, lesdits moyens à soupape de dérivation comprenant un piston flottant (122) disposé dans une cavité (120) et mobile entre des positions supérieure et inférieure dans ladite cavité sous l'effet de pressions de fonctionnement dans lesdites première et seconde portions de chambre; des moyens de commande d'écoulement actionnables électriquement (148) pour commander l'actionnement desdits moyens à soupape de dérivation et l'écoulement dudit fluide d'amortissement, lesdits moyens de commande d'écoulement comprenant un plongeur (148) apte à être déplacé entre des première et seconde positions; un premier parcours d'écoulement entre ladite première portion de chambre et lesdits seconds moyens à soupape à travers lesdits moyens de commande d'écoulement; un second parcours d'écoulement entre la seconde portion de chambre et lesdits premiers moyens à soupape à travers lesdits moyens de commande découlement; et un troisième parcours d'écoulement (142, 144, 146) entre lesdites première et seconde portions de chambre et lesdits moyens à soupape de dérivation à travers lesdits moyens de commande d'écoulement; et des moyens d'actionnement pour actionner de façon contrôlée lesdits moyens de commande d'écoulement (148) en réponse au différentiel de pression entre lesdites première et monde portions de chambre de ladite chambre de travail quand le piston effectue un mouvement de va-et-vient en réponse au mouvement de la caisse de ladite automobile, lesdits moyens d'actionnement étant aptes à générer un amortissement ferme pendant la compression et le rebond en déplaçant ledit piston flottant (122) pour fermer ledit troisième parcours d'écoulement (142, 144, 146) et un amortissement doux pendant la compression et le rebond en déplaçant ledit piston flottant (122) pour ouvrir ledit troisième parcours d'écoulement (142, 144, 146).
  2. Amortisseur selon la revendication 1, dans lequel ledit amortisseur comprend une tige de piston (38) fixée audit piston (40) et ledit piston flottant (122) comprend un passage d'écoulement annulaire (146) qui le traverse, le passage d'écoulement annulaire étant adapté à former des parties dudit troisième parcours d'écoulement.
  3. Amortisseur selon la revendication 1 ou 2, dans lequel ledit piston (40) comprend une paire de passages (70,72) et une paire respective de sièges à ressort (88, 100), lesdits sièges étant prévus respectivement pour contrôler l'écoulement du fluide d'amortissement à travers les portions de chambre dudit cylindre de pression (44) pendant la compression et le rebond de l'amortisseur.
  4. Amortisseur selon l'une quelconque des revendications précédentes, dans lequel ledit plongeur (148) est apte à commander l'écoulement du fluide d'amortissement à travers premier et second parcours d'écoulement.
  5. Amortisseur selon l'une quelconque des revendications précédentes, dans lequel lesdits moyens à soupape de dérivation comprennent une première paire d'orifices de dérivation (130, 132) communiquant avec une portion supérieure de ladite cavité (120) et une seconde paire d'orifices de dérivation (136, 138) communiquant avec une portion inférieure de ladite cavité, un mouvement sélectif dudit plongeur (148) étant apte à pressuriser les portions les portions supérieure et inférieure de ladite cavité pour déplacer ledit piston flottant en réponse au différentiel de pression dans les portions de chambre.
  6. Amortisseur selon la revendication 2, dans lequel ladite tige de piston (38) est alésée centralement pour laisser passer le fluide entre les première et seconde portions de chambre, et ledit plongeur (148) est mobile entre lesdites première et seconde positions pour commander l'écoulement du fluide entre l'alésage central (154) de ladite tige de piston (38) et entre les première et seconde portions de chambre.
  7. Procédé pour réguler l'écoulement d'un fluide d'amortissement entre des première et seconde portions d'une chambre de travail d'un amortisseur hydraulique (10) à effet direct, ledit amortisseur étant dispose, pendant son utilisation, entre des portions suspendue et non suspendue d'un véhicule et comportant un cylindre de pression (44), ledit procédé comprenant les étapes consistant à:
       détecter le différentiel de pression entre lesdites première et seconde portions de ladite chambre de travail; détecter la vitesse verticale de la portion suspendue dudit véhicule; envoyer le fluide d'amortissement à des moyens d'écoulement actionnables électriquement pour réguler l'écoulement du fluide d'amortissement entre lesdites première et seconde portions de ladite chambre de travail, lesdits moyens d'écoulement actionnables électriquement comprenant un plongeur (148) apte à être disposé dans des positions supérieure et inférieure et apte à positionner sélectivement un piston flottant (122) dans des première et seconde positions correspondant auxdites positions du plongeur (148) en fonction dudit différentiel de pression; et réguler l'écoulement du fluide d'amortissement entre lesdites première et seconde portions de ladite chambre de travail par lesdits moyens d'écoulement actionnables électriquement en réponse au différentiel de pression entre lesdites première et seconde portions de ladite chambre de travail et la vitesse verticale de ladite portion suspendue dudit véhicule, ladite étape de régulation de l'écoulement du fluide d'amortissement comprenant l'étape consistant à générer un rebond ferme et une compression ferme de ladite portion suspendue quand ledit piston flottant (122) est disposé dans ladite première position et à générer une compression douce et un rebond doux quand ledit piston flottant (122) est disposé dans ladite seconde position.
EP91907343A 1990-04-16 1991-03-05 Ensemble amortisseur reglable Expired - Lifetime EP0477326B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US509895 1983-06-30
US07/509,895 US5152379A (en) 1990-04-16 1990-04-16 Adjustable shock absorber assembly
PCT/US1991/001494 WO1991016556A1 (fr) 1990-04-16 1991-03-05 Ensemble amortisseur reglable

Publications (3)

Publication Number Publication Date
EP0477326A1 EP0477326A1 (fr) 1992-04-01
EP0477326A4 EP0477326A4 (en) 1993-03-10
EP0477326B1 true EP0477326B1 (fr) 1995-09-13

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EP91907343A Expired - Lifetime EP0477326B1 (fr) 1990-04-16 1991-03-05 Ensemble amortisseur reglable

Country Status (5)

Country Link
US (1) US5152379A (fr)
EP (1) EP0477326B1 (fr)
JP (1) JP3263070B2 (fr)
DE (1) DE69112968T2 (fr)
WO (1) WO1991016556A1 (fr)

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Also Published As

Publication number Publication date
EP0477326A4 (en) 1993-03-10
DE69112968T2 (de) 1996-02-08
EP0477326A1 (fr) 1992-04-01
JPH05500553A (ja) 1993-02-04
DE69112968D1 (de) 1995-10-19
JP3263070B2 (ja) 2002-03-04
US5152379A (en) 1992-10-06
WO1991016556A1 (fr) 1991-10-31

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